Road joint machine



thorn/e140 5 Sheets-Sheet'l J. N. HELTZEL ROAD JOINT MACHINE Filed March 12, 1934 Nov. 9,y 193 7.

Nov. 9, 1937 J. N. HEL-rzEl.

ROAD JOINT MACHINE Filed March 12, '1934 5 Sheets-,Sheet 2 JNHELLTZE Nov. 9, 1937. J. N. HELTZEL ROAD JOINT MACHINE Filed March 12, 1954 5 Sheets-Sheet 3 N *HELTZEL/ Nov. 9, 1937. .1.1N. HEL'rzEL ROAD JOINT MACHINE l5 sheets-sheet 4 Filed March l2, 1

, -E -m E N HELTZ Nov. 9, 1937. J. N. HEL'rzx-:L

l l ROAD JOINT `MAGHINE Filed March 12, 1934 5 Sheets-Sheet 5 MEI Nn: .m Tm

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Patented Nov. 9, 1937 UNITED STATES PATENT oI-FlcE 2,098,870 Roan JOINT MACHINE John N. Heltzel, Warren, Ohio Application March 12, 1934, Serial No. 715,243

15 Claims.

Number 555,619, filed August 6, 1931; and Serial Number 702,052, filed December 12, 1933.

It is an object of the present invention to produce a machine for forming traffic lines in concrete or other roadways, and involving the weighing of the cement, sand and crushed stone, as well'as the measuring of the water for each batch, 'so as vto provide a consistent mix throughout the structure, including the proportioning of coloring pigment when such is required.

'I'he invention also aims to provide an improved form of mixer and a unique method of mixing the concrete, together with a tubular valve arrangement on the batcher so as to control the flow of the cement to a very accurate and minute degree.

' Another object of the invention is to provide a novel method of supplying, to a minute degree, the quantity of mixed traiiic line material to the channel in the roadway so there will be substantially no surplus, or inadequate volume, of material positioned within the channel.

A further object of the invention is to provide means lfor roughing, or raking up, the concrete in the road slab under the traffic line installer to insure a bond of the traffic line material to the road slab.

A still further object of the invention is to provide means for installing joint material in the roadway adjacent to the tralc line simultaneously with the performance automatically and progressively of all of the other operations incident to road construction.

A still further object of the invention is to provide means for installing dual traic lines in a roadway, involving concrete surfacing devices in cooperation with the installing implements.

With the foregoing and other objects in view,

the invention will be more fully described hereinafter, and will be more particularly pointed out in the claims appended hereto.

In the drawings, wherein like symbols refer to like or corresponding parts throughout the several views,

Figure 1 is a perspective View, with parts broken away and parts shown in section, illustrating an improved machine constructed in accordance with the present invention.

Figure 2 is a perspective view of the weighing device.

Figure 3 is an enlargedl sectional view of the improved form of valve.

Figure 4 is a vertical section showing a form of tire and wheel used.

-Figure 5 is a fragmentary perspective view showing an improved joint construction in the road. Figure 6 is a longitudinal section of one of the operating devices.

Figure 7 is a fragmentary perspective view, with parts sliown-fin'section, of a device for installing traic line'vmaterial by hand. y

Figure 8 is a fragmentary perspective view, with parts shown in section, illustrating va rside form combined witha deformed steel strip.

Figure 9 is a cross section taken through the deformed steel strip.

Figure 10 is a fragmentary/ perspective view, with parts broken awayA and parts in section showing a trailic line installing device operating under a screed.

Figure 11 lshows a section of concrete road material -with a modified form of traic line joint.

Figure 12 shows a further modified form of apparatus.

Figure 13 is a perspective view of a further modified form of depositing device.

Figure 14 is a vertical sectional view showing a modified form of tubular valve member. l

Figure 15 is a fragmentary perspective view, with parts shown in section, of the two valves and associated parts.

Figure 16 is a cross section through a road construction' showing a corrugated or roughened traffic line. and f q Figure 17 isa similar view showing a modified form of corrugated or, roughened traffic line.

Referring more particularly to the drawings, 20 designates a sectionfof the concrete or other roadway which has already been constructed, `the tramo line 2| and the joint 22 havingbeen completed.

At 23 is shown a second section of roadway which is in the courseuof construction adjacent to the slab 20; and represents dowel bars, which have been previously installed in the slab 20, and project therefrom in order also to be rerceived within the new slab 23 to tiev the slabs 20 and 23 together. yThese dowelbars may be installed in vaccordance with the methods described in my application above referred to, Serial Number 702,052.

Referring more particularly to the machine for performing the various operations, 25 designates generally the frame of such machine. This frame spans the roadway and is mounted for longitudinal movement over the roadway by means of double flanged wheels 25, which oper,- ate on the side forms 21, and the special form of pneumatic tired wheels 23 at the opposite side of the machine, which pneumatic tired wheels roll directly on the surface of the hardened or semi-hardened slab 23.

This form of pneumatic tired wheel is more particularly shown in Figure 4, and is so constructed and adapted as to travel, and permit the support of a considerable load, on concrete that has not suiliciently hardened to permit the use of a steel wheel thereon, and where even a hard rubber wheel might not be found to possess sufficient resiliency to avoid marring the recently laid concrete slab. The rim of the new form of wheel is designated at 23, the same being mounted on the axle 33. A shoe 23 is mounted on the rim 29 and contains an inner Ytube 3|. The shoe 23 is constructed with a central inwardly projecting ring portion 32 which may be solid with the outer portion of the shoe 23 and acts to prevent the complete attening of the tire when such ring portion 32 engages the rim 29, as shown in the lower portion of Figure 4, where the ring portion 32 provides for the limitation of the attening of the tire, which hattening might be caused by either' overload or insufficient air pressure. In case of puncture or blow out, the ring portion 32 will take up the load and preventthe complete flattening of the tire and tube 3|, thereby avoiding the load from being absorbed by the outermost flange portions 33 of the rim 29.

It will be understood that the tire, when only slightly inflated will have greater traction than ordinary vehicle tires requiring much greater innation, and the ring portion 32, when absorbing at least a part of the load, will prevent the breaking down of the fibers in the body4 of the tire casing 23. This special tire construction may be used in connection with other vehicles, and may be found practical for use in connection with automobiles to avoid sudden deflation of the tire in the event of puncture or blow out, so that the improved form of tire will contribute considerably to the safety of automobiles should blow outs occur when operating at a high rate of speed.

At the rear portion of the frame 25 of thel machine is located a transverse joint cutter 34 suspended by adjusting screws 35, or other appropr-late devices. 'Ihe transverse joint cutter produces the transverse joint 33 in the slab 23. It will be understood that the concrete has been previously poured and surfaced. and that a groove or separation 31 and a depression or channel 33 has been formed in the plastic concrete by`elements attached to the finishing machine, as described in my co-pending .application Serial No. 702,052, and temporary cover plates 39 have been inserted to prevent concrete entering the channel during the surfacing of the concrete, and during the longitudinal floating operation, as performed by the float member 43. Such float member has a handle 4|, or other suitable means, for operating the same to oat or surface over the transverse Joint produced in the concrete by the blade 34. After the surfacing has beenv completed, the cover plates 33 are lifted by workmen operating from theextended platform 42. n

I of the materials by weight.

and sand is controlled by the sliding gates v1| and The machine herein described follows as closely as practical rearwardly of the finishing machine. T'he present machine is driven by a motor 43. Through a chain and sprocket mechanism 44, the motor 43 drives the front shaft 45; and through chain and sprocket mechanisms 45 and 41, the front shaft 45 drives the rear shaft 43. These shafts 45 and 43 contain the wheels 25 and23.

'I'here is a traillc line materialvforming and volume-gauging member 49, being of substantially channel shape, and having a joint producing flange 53, which moves in the plastic concrete of the 'roadway and extends substantially the full length of the member 49 on one side thereof, and on the other side of such channel member 49 is a substantially shallow flange 5|. Both flanges penetrate the material of the surface of the roadway. In front of the channel member is a block 52 to reform the depression 31 to the required depth fas may be necessary to receive traffic line material 53. Such material is supplied by the hopper 54. It will be understood that the weight of the traffic line material 53 will exert a pressure on the traillc line material as it moves through the opening in the bottom of the hopper and is projected under the trafllc line former 49.

A material proportioning and mixing apparatus is provided on the machine for accurately proportioningthe materials for each batch to be mixed either by volume or weight. 'I'he bin 55, which may be of suitable size, contains a number of compartments, for instance, the compartment 55 for the cement, 51 for coloring pigment, 53 for sand, and 59 for the stone. If desired, each of these compartments may be of actual size as may be required for a complete batch, that is, assuming that one complete batch would consist of one part cement, two parts sand, and three parts stone, these compartments 55, 53 and 59 may be of a capacity relatively to contain such volumes of material. It will be understood that the water ratio is also proportioned by the capacity of the container 53.

Thevumaterial, when batched either by volume or weight, is projected into a pugmill, or other mixer,having the trough 5| of semi-circular form, open at its top. In the trough is a shaft 52 driven by chain and sprocket 53 from the motor 43. The shaft 13 2 is provided with agitating fingers 54. After .the mix has been completed, the same is dumped into the chute 55, which is located under the miner. The dumping of the material is accomplished by rotating the mixer barrel 5| on the shaft 52, whereby the material is conveyed to the supply hopper 54.

If desired, the materials may be weighed instead of batched by volume.

Below the hopper 21 is a weighing batcher 53 having compartments 51, 53, and 59 for stone, sand and cement respectively. An automatic dial 13 is mounted in connection with the weighing batcher 55 for indicating the correct proportion The flow of stone 12 at the bottom of the compartments of the bin 55. v Y

The correct amount of cement is discharged from the bottom of compartment 55 into the cement compartment 59 of the batcher and weighed. The correct quantity of water for each batch. is predetermined and held in the container 53.

I have discovered a unique method of mixing the concrete to produce a higher strength concrete than was possible heretofore in the old method of permitting the sand to contact the stone aggregate which has always caused a film or insulation to be created on the surface of the stone. According to my method, higher strength concrete is produced by first depositing the accurately-proportioned cement and water into the mixer, thus producing a cement sludge, and then dumping an accurately-proportioned amount of stone into the sludge to cause coating of the stone; thereupon dumping an accurately-proportioned amount of sand into the mixer and mixing with the mass.

The proportioning of the cement is a very irnportant operation because of the high cost of this class of material. In order to provide a highly accurate control of the cement from the bin to the weighing hopper, I provide a specially designed flexible tubular valve 13, shown more particularly in Figure 3. This valve is connected at the bottom of the cement compartment 56, and

is found to be most eflicient when made of rubber,

although it may be constructed of canvas lor any other suitable material. Such tubular valve is opened and closed by roller members 14 and 15, which are moved toward and from one another by a handle or lever 16 and any appropriate linkage.

The compressing of the rubber valve 13 between the rollers 14 and 15 will close oi the ow of cement. When the proper quantity of cement has been projected through the valve into the compartment batcher weigher 69, such weight is registered on the dial scale 10 and such valve is thereupon tightly closed. An emergency slide gate 11 is provided at the bottom of the compartment 56 for closing off the i'low of material into the tubular valve 13. In Figure 3, the cement is shown in the tubular valve, the valve being in a closed position with the rollers 14 and 15 brought A together.

It will be noted that the lower portion of the valve, below the rollers 14 and 15, contains a quantity of cement, which cement is regulated in its discharge by the single roller cut-off member 18 suspended from an arm 19 and operable by means of the handle 80. The cut-01T roller 18 is shown in partially open position. The object of this cut-off roller 18 is to provide means for enabling the projecting of the final amount of cement into the batcher, it being understood that cement oftentimes sticks in the bin, and, when the volume of cement breaks away, such adhering cement would be apt to drop through the valve and produce an overweight. Therefore, the cutoff roller 18 controls a considerable nal quantity of cement in the tubular valve 13 above such cutoif roller.

While the two Valve rollers 14 and 15 effectively shut-off the further descent of any cement from above them, the lower cut-off roller 18 may be so adjusted as to regulate the issuance of the final quantity of cement into the batcher so that the balance on the scale 18 may be nicely arrived at. This nal quantity of cement required will be projected through the bottom of the. tubular valve 13 by manipulating the lever 88. It will be understood that a portion of the cement above the roller 18 will be retained in the flexible or tubular valve 13 until the next batch is required, and thereupon the operation is repeated by manipulating both of the levers 16 and 80 to permit the cement to flow rapidly through the tubular valve 13 until the great majority of the required quantity of the cement is registered on the scale. At

this time, both levers 16 and 80 may be brought into a vclosed position choking the tubular valve 13 substantially as indicated, andin particular closing off the top valve against the flow of any material whatsoever. By manipulating the lower lever 80, the pressure of the roller 18 may be gradually released and the roller moved toward the right whereby to open the throat of the valve to a restricted extent sufcient to allow such portion of the final quantity of cement to descend as is necessary to tip the scale to the predetermined point.

' posed to dampness cakes or slightly sets, so that it becomes necessary to break up the lumps. It

was found in the old type of valves that this caking of the cement would clog the valve and there was no means of breaking up the lumps. However, with the improved form of tubular valve 13, it is possible to break up the lumps of cement which accumulated in the valve by manipulating bothof the levers 16 and 88. Any lumps of cement that would tend to choke the valves are very readily crushed and therefore easily passed through the valve. In order to provide access to the valve chamber, I provide inspection doors 8| in the casing on each side of the valve 13.

At one side of the machine is provided a trailic line installing device, which is useful for installing trafiic lines on four lane traflic highways. The traiiic line is designated at 82 and the trafiic line forming member at 83. Such trafc line member 83 is similar to the member 49 with the exception that both depending flanges of the channel are of equal and very slight depth. The deep flange 50 of the channel member 49 is not required in connection with the forming of traffic lines adjacent to a previously constructed slab, such as the slab 28.

'I'he hopper member 84 is secured to the frame of the machine, and is adjustable as to position by the hand wheels 85. The forward end of the member 83 is curved up as indicated at 86.

It will be noted that the transverse surfacer 81 operates over both members 49 and 83. It will be also noted that in the rear of the machine, the hand float 88 is manipulated manually over the member 83.

As shown in Figure 6, the forward portion of the reforming member 49 is solid from the opening at the base of the hopper 54 up to the forward end of the member and this block member is designated at 52. This construction requires that the traflic line material 53 will move down.

of the machine. This wheel or spool 9| contains flexible joint material, which may consist of very thin paper, or Cellophane, or other suitable material, such as burlap or a very thin grade of cotton fabric.

It will be understood that it is not necessary in all instances to use ribbon joint material, as indicated at 90 and 9|. Instead of using such a. ribbon joint, sand, oil, or other suitable material, which will' prevent amalgamation of the concrete, may be projected along the line of the joint or along the blade 50, which will prevent the amalgamation ofv the concrete and thereby form a plane of weakness as indicated at 90.

In order to control the alignment and elevation of the member 49, the hopper 54 is securely welded or otherwise joined to the member 49. The hand wheels 92 are provided for adjusting the hopper 54 and the member 49 to the proper elevation and securing same in position so as to produce a pressure on the traillc line material when so required, preventing the member 49 from raising up out of position.

Forwardly of the member 49 is an eccentric 93 secured to rotate with the shaft49 and having a link 94 extending back and pivoted, as indicated at 95 in Figures 1 and 6, to the. forward portion of the member 49 or its block 52. The eccentric Icauses longitudinal reciprocation of the members 49 and 52 through a slight range of movement which reciprocation will cause the trafilc line material 53 to be compacted and surfaced.

To further compact the material, an electric or other suitable vibrating means 99 is attached to the member 49 whereby to vibrate said member 49 as well as to communicate vibration to the hopper 54, which will tend to project the traillc line material 53 down into the hopper and under the member 49.

The members 49 and 52 are pivotally supported from the transverse beams 91 and 99, through the lower ends of the adjusting screws 92 being pivoted, as indicated at 99, to the beam 91 and the adjusting screw |00 for the block 52 being pivoted, as indicated at |0|, to the forward beam 90.

The two rear adjusting screws 92 are also pivoted to the hopper 54, as indicated at |02. When it is desired to raise the hopper 54 together with the forming member 49, it is only necessary to manipulate the adjusting wheels 92 for up or down movement. The surfacing members 91 and |03 reciprocate transversely over the members 49 and 52 progressively as the machine moves forward. This reciprocation is accomplished by the arms |04 and |05 pivoted respectively to the surfacers 91 and |03, and being pivoted in turn to opposite ends of a walking beam |06, which walking beam is pivoted centrally, as shown at '09, which material issues out of the rear end of the member 49. y

Referring more Particularly to Figurev'l', there is here illustrated a hand device for installing traillc line material. In' this figure, represents the concrete slab, and I2 the traillc line material. A channel shaped forming member ||3 is provided with a groove cutting element or blade ||4, and such member is flared up'or rounded at each end, as indicated at ||5, so that the implement may be reciprocated backward and forward by use of the hand gripping handle' H5. On the member H3, either welded or otherwise secured to the top surface thereof, is a hopper ||1 and an electric vibrator I8 may be mounted on the hopper if desired. At ||9 is indicated a valve for controlling the ilow of material out of the hopper, which valve is positioned for manipulation by the hand which engages the haudle Ill.

The hopper contains trafllc line material, which may consist oi' white cement, or pigment of the desired kind. Such material is carried in suitable quantities in the hopper ||1, and such material is projected under the member |3 as released by the valve ||9, which valve is manipulated by the hand.

Referringmore particularly to Figure 5, such figure represents a sectional view of a longitudinaljoint a, similar to the joint 90 described in the process of installation in Figure 1. This joint, as previously stated, may consist of a very thin material such as cellophane, burlap, or thin cotton fabric, the material also being preferably extremely pliable and which when installed will have no resistance to the lateral thrust of the coarse aggregate, so that the coarse aggregate, Asuch as stone, gravel or sand, will tend to deform the joint material as indicated,

thereby creating an irregular surface adjacent this joint strip. In such way, there is provided a` roughened surface for substantially the full depth of the slab, as indicated. 'I'he joint strip 90a projects for approximately three inches into theconcrete causing an irregular crack |20 to develop in the bottom portion of the slab. The transverse joint, rwhich transverse joint was indicated by the numeral 36 in Figure 1, consists of a groove |2| in the lower portion of which is placed a filler |22 of low melting point asphalt, or in other words, a very soft grade of asphalt or tar which will remain flexible or soft at all times regardless of cold weather. Above this filler there is placed a mass |23 of high melting point asphalt or other desired material, which will remain hard during high temperatures, thus preventing the material from running or flowing from the joint during the-hot weather. This is important inasmuch as it has been found that, when grooves are completely filled with a high melting point material, the filler material cracks in the winter and permits water to ilow through the crack down into the subgrade of the roadway; whereas when filled with a soft material, it has been found that trailicwill pick up the soft material and distribute it over the roadway, thereby disfiguring the surface of the road.

Referring again to Figure 6, the member 49 is shown with the joint cutting blade 50. This blade 50 penetrates to an appropriate depth of approximately three inches. The block, 52 creates a void back of the same, so that the top of the channel member 49 is spaced above this void or depression and there is produced a hollow space to receive the material 53. The member 52 will form a comparatively smooth channel, that is, the channel will have a comparatively smooth surface at the bottom.

In order to roughen the surface, I provide a finger or rake member |24, which projects down into the channel and roughens or routs the bottom of the channel and the tramo line material. The void under the surface of the member 49 is ycompletely filled with traffic line material and tamped into place by operating the vibratingmember 95. Simultaneously, the transverse surfacing4 members 81 and |03 may be operated over Referring more particularly to Figure 8, instead of producing a transverse groove by the blade 34, it may be desired in some instances to produce a tongue and groove joint, and for this purpose, an angular shaped or deformed steel strip may be inserted through slots |26 in the webs of the side forms |21. Such strip |25 extends completely across the roadway substantially in the center of the thickness of the concrete, it being understood that the concrete is poured around the strip, and after the concrete has been finished and before it has .taken its initial set, the strip |25 is pulled out longitudinally by the hook member |28. In this way, a separation |29 will be left in the body of the slab, such separation inducing a crack to develop in Athat portiton of the slab below, as well as that down into contact with the concrete and produclng an incision which may be later finished with a hand grooving tool.

In order to insure a complete separation of the concrete adjacent to the tongue and groove, the removable strip |25 may be coated with heavy oil, soft asphalt, tar or the like. Such coating will assist in reducing the friction incident to the withdrawal of the strip. The oil or tar will adhere to the concrete, so that the strip |25 may be withdrawn while the concrete is extremely plastic, allowin'g the tongue and groove to completely close up; in other words, allowing the walls of the concrete to slump completely together.

Instead of using oil or asphalt for the strip |25, it may be advisable, in some instances, to use a very thin paper strip |3|, such as shown in Figure 9. This thin paper strip |3| may be folded against the member |25, and the concrete poured around same, whereby, when withdrawing the strip |25, the paper |3| will remain in position.

In some instances, it may be required that the paper strip completely surround the member |25 to keep such member entirely from contact with the concrete, to the end that an easier withdrawal of the strip |25 may behad.

Referring more particularly to Figure 13, |32 designates a. modified form of depositing member to take the place of the member 49. Such member is supported and carried by the cross beams 98 of the carriage or frame of a travelling bridge or finishing machine well-known in the art.

The longitudinal member |32 is substantially channel shape in cross section, having a ller block |33 positioned within the channel at the forward end to produce the groove or the depression in the surface of the plastic concrete, which receives the traffic line material. A screed or other surfacing member |34 reciprocates transversely over the block |33.

Means are provided for vibrating the surfacing member |34 and the channelling member progressively as the screed or surfacing member reciprocates transversely. A corrugated or notched member |35 is formed, or attached to, the screed or surfacing member |34. The length of this member |35 may be the full length of the screed if so desired. One or more rollers |36 reston the notched strip |35, such rollers being attached to spring arms |31, which arms are urged downwardly by spring pressure and are attached to the frame member 98. Such spring willI produce a downward thrust on the roller |36, so that when the screed is reciprocated, the roller will drop into the corrugations or notches and produce hammer blows or vibrations to the surface. The forward end of the member |32 is secured to the carriage and arranged for vertical and lateral adjustment by the hand wheels |38.

I (tf. will understood that, as the machine moves forward, the channelling member |33 will produce a channel which is substantially smooth. In order to secure a bond of the traffic line material within the channel, a roughening device is provided. This device may consist of a shaft |39 having rake teeth |40. The shaft is rotatably mounted above an opening in the member |32, being journalled in side plates |4|, one of which .constitutes 4a perforated quadrant |42, to receive the pin latching device |43 carried by the handle or lever |44 which is affixed to the shaft |39.

As the machine moves forward, the rakes |40 rout up the concrete, or roughen it, to the extent desired. It will be understood that the opening to admit the roughening members also provides a means for inspecting the groove formed by the member |33. When it is desired to withdraw the roughening member from contact with the concrete, the lever |44 is swung around. Thereupon the latch device |43 may engage one of the notches |42 in the quadrant to hold the device in the adjusted position.

Following the roughing of the bottom of the channel, trailic line material may be introduced through the hopper member |45. To prevent the roughened material produced by the rake from projecting above the top surface of the traiiic line material, a depressing member |46 is provided to depress the roughened bottom of the channel or groove. A gate |41 at the bottom of the hopper enables the operator to shut off the flow of traffic line material whenever desired.

In order to inspect the installed traflic line materialprogressively as the machine moves forward, an opening |48 is provided in the top of the member |32. This opening will facilitate the release of air, which might be confined under the member |32.

Above this opening are provided upstanding flanges or walls |49 to provide for the'accumulation of surplus traffic line material so as to fill any voids which might develop during the process of installation.

A's heretofore described, sand may be used as a joint material to which end there is supplied a sand receptacle |50. This receptacle communicates at its bottom with the space alongside the joint grooving blade |5| whereby to distribute sand along the joint groove. In lieu of using sand as joint material, it may be desirable in some cases to use removable steel joint plates |52, which are positioned along the blade |5| progressively as the machine moves forward, the blade |5| serving as an aligning member for the strips |52. One of these installed strips is indicated at |52a. Such strips may be be removed if desired, or they may be left in place. Should it be desired, the strips may be removed and the resulting groove lled with a suitable i'lller material.

In order to surface the top of the concrete slab along the edge of the traffic line, I provide side extensions |53. These extensions produce rounded edges along the traffic line to prevent ravellng or chipping. Companion adjusting screws |38 and |64 are supplied at both the forward and rear ends of the member |32 whereby that member may be adjusted vertically, and whereby also the member may be adjusted and securely positioned on the top surface of the road so as to equalize the pressure.

Referring more particularly to Figure 16, represents the concrete slab and |56 represents the corrugated or roughened cement trai'ilc line edge. It is understood that, when white cement is corrugated on the top surface, it will cause the reflection of light rays, thus emphasizing the trafdc line, particularly at night under the illumination of vehicle headlights. 'I'he roughened or corrugated surface |56 also prevents slippage of vehicles when moving on the trafiic line.

Referring to Figure 17, the tramo line is formed of a corrugated plate or strip |51 made of steel or other suitable material, preferably of a noncorrosive metal. The strip has a joint forming portion |58 with dowel members |59 passing therethrough. The dowel members provide a means to prevent the separation of the slabs, and also serve to retain the strips |51 in contact with the roadway. On each side of the traffic line strip, small grooves |60 are formed which are later poured or sealed with a bituminous material to prevent water or foreign matter from moving under the strip |51. The edges of the strip are turned down as indicated by the depending lips |6| to reinforce the strip along its edges.

Referring more particularly to Figure 14, |62 designates the main bin containing cement, sand or other road building materials, as indicated at |63. It is well known in the handling of materials, particularly cement and sand, that such material bridges or arches as indicated at |64, so that material will not flow. It is necessary in such cases to agitate the material by vibrating the bin, or injecting air into the material. In order to break the arching of the material, I provide one or more springing plates |65, which are secured to the sides of the bin at preferably their upper edges, by welding, bolting, riveting, or the like, so that the weight of the material |63 will depress the plates |65; or in other words, spring the plates downward.

As a rule, it has been found that the recoil of the spring plates |65, causing such plates to move upwardly and downwardly, will cause the material to be distorted, so that the arching of the material will be broken, as indicated at |66.

One or all of the spring plates or baflles |65 may be vibrated as desirable. To this end, I provide a means for vibrating the plate by projecting a plunger |61 through the wall of the main bin |62 in position to contact thespring plate |65.

'I'his plunger has a reciprocating movement through the opening in the bin wall. In order to vibrate the plunger |61, I provide a lever |68 pivoted, as indicated at |69, to the bin or some other appropriate support and carrying a hammer |10 located and positioned to engage the plunger |61. The impact of the hammer |10 on the plunger |61 will cause vibration of the baille plate |65 with the result that the arching of the material |63 in the bin will be broken down and such material will ow freely.

Below the bin are located one or mor-,e tubular valves |1| having the roller members |12 and |13 at opposite sides thereof for pinching the tube |1|, as illustrated to close off the flow of the material downwardly through said tube and into the mixer or 'weighing device. In Figure 14, the roller members 12 and |13 are in closed position. These rollers |12 and |13 are mounted on arms |14 and |15 pivoted at |16 and |11 on appropriate parts of the framework. In the closed position of the valve, the arms |14 and |15 extend upwardly and converge toward one another from the pivot points |16 and |11. Consequently, the rollers |12 and |13 are raised in order to open the valve, and are lowered to close the valve. In the closed position illustrated, the weight of the material in the tube and bin is exerted on the rollers |12 and |13 tending to cause the rollers to descend and thusmove closer together, whereby the effect is to automatically close the valve and maintain the valve in closed position, until, by manual action, the rollers |12 and |13 are positively raised.

'I'his raising of the rollers may be accomplished by a lever |18 pivoted to the framework, as indicated at |19, and connected with the arm |14 by a link |80. The arms |14 andr|15 may be bell-cranks with angular branches |8| and |82 extending in relatively opposite directions with respect to the pivot points and being coupled together by a link |83 whereby to simultaneously actuate the arms and the rollers |12 and |13 mutually toward and from one another. Of course, any other arrangement of levers may be substituted, but the arrangement shown will accomplish the purpose of moving both rollers |12 and |13 at the same time, in relatively opposite directions, and the arrangement also permits of the effective closing of the valve and the automatic tight shut-off of any seepage of material therethrough.

Referring more particularly to Figure 15, there is here illustrated a plurality of valve members |84 and |85, which may both be disposed beneath the same bin, for instance such as the bin shown at |62 in Figure 14, the pluralityof tubular valves being substituted for the single tubular valve of Figure 14. It may be desirable in some cases to utilize a plurality of tubular valves which may be of smaller diameter than a single large valve, the advantage being that, where a plurality of smaller tubular valves are used, a large volume of materials may be projected through the plural tubular valves at the same time, and then one of the valves may be closed off and a final quantity of materials may be gradually projected through the single valve to complete the weighing or proportioning operation. Pairs of rollers |86, |81, |88 and |89 cooperate independently in vpairs to pinch individually either of the tubular valves |84 and |85 whereby, when one of the tubes is shut off, the flow through the other may be restricted only to allow the passage of the final quantity of cement necessary to tip the scales.

Referring more particularly to Figure 10, this figure embodies a construction forming a continuation of my co-pending application, Serial No. 343,991, filed March 2, 1929, for Joint installing machine. More particularly Figure 10 herein embodies Figure 11 of that co-pending application.

In this Figure l0, there is illustrated a transverse joint installing device associated with a reciprocating screed |90 of a road finishing machine which may operate i`n advance of the longitudinal joint installing apparatus. 'I'he screed |90 has the front wall |9| and the rear wall |92, said front wall pushing the surplus material ahead of the screed. The screed is moved rearwardly from the surplus material for the installation of the transverse joint.

The walls |9| and |92 are connected by yokes |93, only one of which is shown, and each yoke is pivoted to the lower end of a rod |94 of the nishing machine, said rod being pressed downwardly by a spring |95, to hold the screed on the side rails or forms.

The screed is reciprocated and a push rod |96 of the machine has rollers I 91 bearing against the wall I9| and the bottom of the screed, for pushing the screed forwardly with the machine.

The joint installing blade or mandrel |98 is located in rear of the screed and is movable within an overhanging portion |99 of each yoke |93, a screw 200 being threaded through a nut 20| trunnioned within the portion |99 and having its lower end connected by a swivel and universal joint 202 with the blade |98, to permit the blade to be reciprocated longitudinally.

The screws 200 may be rotated for raising and lowering the blade. An arm 203 is hinged to the wall |92 of the screed to be swung rearwardly into a cut-out portion 204 of the blade |98, in order that, when the screed is reciprocated, the arm 203 will strike the ends or shoulders of the cut-out portion 204, thereby reciprocating the blade |98. The arm 203 may be swung forwardly over the screed when the blade is raised.

In operation, when the joint installing blade |98 is at the proper location, the forward movement of the screed |90 is stopped, and by rotating the screws 200 the blade will be forced down into the concrete. hand tamper may be used to tamp the blade, or the arm 203 may be swung into the portion or recess 204 of the blade, so as to reciprocate the blade during downward movement into the concrete.

The blade will thus move into the concrete with a sawing action as the blade is moved downwardly by the screws.

The blade may be used for producing a cut or groove in the concrete, or a V-shaped joint strip or form 205 may be placed on the blade before it is depressed, so as to be deposited in the concrete, said strip remaining in the concrete when the blade is raised. After the blade is raised above the concrete, the screed is then raised from the concrete and the machine backed up to bring the screed over the joint strip or member, and the screed is then let down on the concrete and is reciprocated over the joint strip or member to bring said strip or member ush with the surface of the concrete and to .finish the concrete adjacent to the joint.

The joint member may be of a V-shaped form, as shown, to be removed subsequently and the groove filled with suitable sealing material, or the joint member may be of suitable premolded joint material to remain in the concrete.

Referring further to Figure 10, 206 represents a traflic line installing apparatus or member, which operates under the screed and which in detail is very similar to the traiic line channelling and grooving device heretofore illustrated and described.

In connection with this member 206 I provide a paper folding device including a channel shaped member 201 having a closed top portion with depending flanges 208. The paper, yindicated at 209, is passed through the member 201 and is shaped and formed thereby as indicated at 2|0. The paper member 2I0 will form a separation in the concrete and the top portion of the paper will form a temporary protecting cover to the installed trafiic line material 2| The roll of flat paper 209 is supported on the top of the channelling member 206, it being understood that the chan- In order to agitate the blade, a

nelling member is secured to a finishing machine or travelling bridge. Hand wheels 2 I2 are secured to the adjusting screws 2 I3 which are in turn secured to the travelling bridge or nishing machine for up and down movement in and out the plastic material.

A material hopper 2I4 is arranged to receivev trafc line material, which passes through the bottom of the hopper and moves into the channel 206. As it emerges at the opposite end of the installer, as indicated at 2||, and progressively as the machine moves forward, the paper strip 209 is unrolled from the reel and deformed by the deforming member 201.

The deformed strip 2|0 is more clearly indicated in Figure 11 in which the top portion forms a separation in the concrete.

The temporary top protector portion of the deformed strip 2| 0 will protect the top surface of the tralc line material 2| It will be noted that the slight depending portion 2|8 of the traf-f,

fic line material projects into the concrete only enough to secure the protector strip to the surface of the road temporarily. After the concrete has finally cured and hardened, the top of the strip 2|0 is torn away, as indicated a't 2| 5, in Figure 11, it being understood that the forward portion of the channelling member 206 produces the channel in the roadway indicated at 2|6 also in Figure 1l. u

There is a transverse surfacing member 2|`| which is reciprocated transversely across the roadway to surface the plastic material. It is understood that a nal surfacing operation may be performed by hand or other means over the protector strip 2| 0. Such a final nishingin some instances may be required. Therefore it will be understood that the protector .strip 2|0 will protect the white concrete traic line 2|| from disguration during such a nal finishing process.

Referring to Figure 12, 2 I 9 designates a tubular member having an inlet hopper 220 through which emulsion, asphalt, tar, or other suitable material for the producing of traffic line or a joint, is moved to be disposed in the concrete slab as indicated at 22|. It may be required in some instances to protect the top surface of the concrete from being disgured by the emulsied asphalt or other traffic line or joint material. To prevent this, a deformed paper cap 222 is moved into the plastic concrete over the installed material 22 The cap is deformed by the member 223 which is welded or otherwise secured to the joint member 2|9. The roll of material 224 is moved from the reel and passed progressively through the deforming member 223 as the machine is moved forward, and simultaneously if -desired the transverse surfacing member 225 is reciprocated over the surface of the plastic material and over the installed cap 0r protector strip 222, it being understood that the protector strip will prevent the emulsied asphalt or other joint material from oozing out of the crack which might otherwise be the case resulting in marring the surface of the concrete.

It is understood that the apparatus is secured in an adjustable position to a finishing machine or travelling bridge by means indicated at 226, which means provide for the up and down adjustment and for otherwise securing the material to the machine for movement over the roadway.

It will be obvious that various changes may be made in the construction, combination and arrangement of parts which could be used without departing from the spirit of my invention, and I do not mean to limit the invention to such details except as particularly pointed out in the claims.

`Having thus described my invention, what I claim and desire to secure by Letters Patent of the United States is:-

1. In a traillc line device for roads, a depression forming member, a traffic line former behind said depression former, means between the two formers for holding a quantity of tramo line material to be delivered into the depression land molded by said traillc line former, and means acting behind the depression former for roughening the bottom surface of the groove.

2. In a traillc line device, a depression former, a hollow traflic line former trailed behind the depression former, means between the formers for holding a supply of trafilc line material to be delivered to the depression behind said rst former and within the second former, a carriage movable forwardly and supporting said formers, and means for subjecting the formers to reciprocating movement in the longitudinal direction in which the traiilc line is being formed, said reciprocating movement being relative to and independent of the forward' movement of the carriage.

3. In a machine for forming transverse'joints in roads, a screed reciprocating transversely of the roadway, a transverse joint-forming member alongside said screed, means to suspend said member from the screed, and means between the screed and member for causing the member to partake of the reciprocating movement of the screed laterally across .the roadway while said member is in the concrete.

4. In a machine for forming transverse joints in roads, a screed reciprocating transversely of the roadway and having front and rear walls, an arm hinged to the rear screed wall, a jointforming member having a slot to loosely receive said arm, and universal adjusting means to suspend the member from the screed and to move the member up and down in relation to the road.

5. In a machine for forming transverse joints in roads, a screed reciprocating transversely of the roadway and having a front wall and bottom portion, means engaging the front wall and bottom portion to hold the screed down on the road and to thrust the screed forwards, a transverse` joint-forming member back of and parallel to the screed, universallymounted adjusting means to support the member from the screed, a loose connection between the screed and member to cause the member to reciprocate with the screed but through a smaller amplitude of movement, and a trafiic line installer longitudinally of the roadway beneath the screed.

6. In a machine for forming longitudinal trafilc line in roadways, a channelling member, a forming member trailed behind the channelling member, means to introduce tramc line material within the forming member into the channel produced by the channelling member, anda paper forming member behind the ilrst forming member to receive a paper strip and form same into an inverted channel at the same time introducing said strip across the top of the tramo line material and down at the sides thereof.

7. The herein described method of forming traflic line in roads, which consists in channelling the plastic concrete, filling trafllc line material in the channel, introducing a covering strip over and at the sides of the tramc line material, finishing over the strip and over the concrete roadway adjacent the strip, and subsequently removing the top portion of the strip to reveal the tramo line.

8. A device of the character described comprising a 'depression former adapted to move in plastic concrete for furrowing a groove therein, means behind the former for introducing joint material to the groove, a hollow former behind the flrst former for compacting the material into the groove, means projecting into 'the groove for roughening the bottom of the groove, and means to reciprocate said formers.

9. A device for forming .trailic lines in plastic roadways comprising a carriage movable alongr the roadway, a depression former movable with the carriage and suspended for relative vmovement to the carriage, and means for communicating to said former a reciprocating movement on said suspensionv means relatively to the carriage and in addition to the forward movement of the carriage.

10. A device for forming tramo lines in plastic roadways comprising a carriage movable along the roadway, adepression former movable with the carriage and suspended for relative movement to the carriage, means for communicating to said former a reciprocating movement on said suspension means relatively to the carriage and in addition to the forward movement of 'the carriage, a device to introduce tramo line material behind said former, and an inverted channelshaped trafllc line former following and reciprocating with said depression former.

11. A device for forming traillc lines in plastic roadways comprising a carriage movable along the roadway, a depression former movable with the carriage and suspended for relative movement to the carriage, means for communicating carriage, a device to introduce traillc line materialv behind said former, an inverted channel-shaped traffic line former following and reciprocating with said depression former, a laterally reciprocating screed mounted over said depression former, and a laterally reciprocating screed mounted over said inverted channel former.

12. In a machine for forming transverse joints in roads, a screed reciprocating transversely of the roadway and having a front wall and a bottom portion, means engaging the front wall and bottom portion to hold the screed down on the road and to thrust the screed forwards, a transverse joint-forming member back of and sub- 'stantially parallel to the screed, universallymounted adjusting means to support the member from the screed, and a loose connection between the screed and member to cause the member to reciprocate with the screed and through a smaller amplitude of movement.

13. In a machine for forming transverse joints in roads, a screed reciprocating transversly of the roadway, a transverse joint-forming member back of and substantially parallel to the screed, a loose connection between the screed andmember to cause the member to reciprocate with the screed but through a smaller amplitude of movement, adjusting means on the screed for suspending and adjusting the member therefrom, said adjusting means having a lost motion connection between the screed and member for allowing of the difference in amplitude of movement. y

14. In a machine for forming transverse joints in roads, a screed rciprocatlng transversely oi the roadway and having a front wall and a bottom portion, means engaging the front wall and boi'.-l

tom portion to hold the screed down on the road and to force the screed forwards. e

15.1n a machine of 'the una described, a

,channeling member, a forming device trailed after said channeling member, means to introduce tramc line material inrear of :ald channel member and nt the front portion of ma mmm; device. and lingers Plvotslly carried by said channeling member andlliaving down-timed. free JOHN N. mim. 

